EP0378528A1

EP0378528A1 - Process for steering a self-propelled vehicle and self-propelled vehicle.

Info

Publication number: EP0378528A1
Application number: EP88902419A
Authority: EP
Inventors: Gerhard Drunk; Achim Langen; Stefan Forster; Christoph Hug; Joachim Mullerschon
Original assignee: Fraunhofer Gesellschaft zur Forderung der Angewandten Forschung eV
Current assignee: Fraunhofer Gesellschaft zur Forderung der Angewandten Forschung eV
Priority date: 1987-03-24
Filing date: 1988-03-24
Publication date: 1990-07-25
Anticipated expiration: 2008-03-24
Also published as: DE3709627A1; JPH03500098A; ATE129821T1; WO1988007711A1; EP0378528B1; DE3854649D1

Abstract

Sont décrits un procédé pour guider un véhicule automoteur sur une trajectoire prédéterminée, ainsi qu'un véhicule de ce type. Une unité de commande saisit, au moyen d'un premier capteur, au moins la distance déjà parcourue et détecte, au moyen d'au moins un deuxième capteur, des objets environnants dont la position est mémorisée dans l'unité de commande et qui servent à vérifier la position du véhicule calculée sur la base de la distance déjà parcourue. En des points espacés le long de la trajectoire du véhicule, la distance du véhicule par rapport aux objets environnants, dont la position exacte par rapport à la trajectoire de référence est mémorisée dans l'unité de commande, est déterminée au moyen du deuxième capteur. La distance mesurée est comparée avec la distance mémorisée de la coordonnée de référence du point sur la trajectoire par rapport à l'objet environnant.A method for guiding a self-propelled vehicle on a predetermined path is described, as well as a vehicle of this type. A control unit captures, by means of a first sensor, at least the distance already traveled and detects, by means of at least a second sensor, surrounding objects whose position is memorized in the control unit and which serve to check the position of the vehicle calculated on the basis of the distance already traveled. At points spaced along the path of the vehicle, the distance of the vehicle from surrounding objects, the exact position of which relative to the reference path is stored in the control unit, is determined by means of the second sensor. The measured distance is compared with the stored distance from the reference coordinate of the point on the path relative to the surrounding object.

Description

Method for controlling a self-driving vehicle and self-driving vehicle

Technical field

The invention relates to a method for controlling a self-driving vehicle and to such

Vehicle.

State of the art

A method for controlling a self-driving vehicle and a self-driving vehicle of the type required in the preamble of claims 1 and 6 are known, for example, from EP 0 193 985 AI. In this known self-driving vehicle or the method for controlling this vehicle, a first sensor detects the distance traveled. The current position of the vehicle is determined "roughly" from the output signals of this sensor. To check this position determination, at least one second sensor is provided, which detects patterns applied to the floor. In this case, a specific pattern is assigned to a specific actual / target position of the vehicle.

The known vehicle and the known method therefore have a number of disadvantages:

The most serious disadvantage is that certain patterns must be present on the floor of the area in which the vehicle is moving. As a rule, these patterns have to be applied subsequently, so that the vehicle cannot be used in a "completely new environment" with little effort. In addition, the vehicle must use the patterns on the basis of which it tion checked, "run over". If relatively large position deviations occur - for example due to excessive wheel slip - the vehicle does not detect a pattern at the supposed target position and is therefore "helpless" when determining the position. As a rule, this has the consequence that the vehicle switches itself off and has to be repositioned by an operator.

Another disadvantage is that all markings are identical. One stripe or pattern cannot be distinguished from another. If a grid is not recorded or if there are large position deviations, incorrect controls are possible.

However, the recognition of patterns applied to the floor is problematic for a further reason: Such patterns can be covered or changed by dirt, etc. which is inevitably present on the floor. This is extremely disruptive, especially when the self-propelled vehicle is used as a cleaning vehicle, which, for example, shampoos in one work step and treats the floor in the next work step, since pattern recognition is generally impossible due to the foam applied during shampooing .

For this reason, a cleaning vehicle has been proposed in Japanese patent applications 58-200360 and 58-201652, which first collects information about the edge region of the surface to be cleaned and then starts a back and forth movement for cleaning the surface on the basis of this information. This takes place, for example, in such a way that the device first travels the entire outer area of the surface and stores the data determined in this way, and then starts on one side of the surface within to drive it back and forth in a meandering shape, so that immediately adjacent, possibly slightly overlapping surface strips are cleaned.

This type of navigation of the cleaning vehicle frequently leads to errors because, as a result of unavoidable external influences, the driven wheel or wheels show different slip behavior as a result of different surface structures of the floor, and uncontrolled small steering deflections as a result of environmental influences and any forces generated by the cleaning unit can occur. This means that the cleaning vehicle either goes beyond the determined area boundary or does not quite reach the edge of the area and / or that the parallel paths of the back and forth movement are not so adjacent and / or parallel to one another that a continuously cleaned surface is obtained. The rail deviations occurring in this known vehicle are also a potential safety risk for the operator.

It is also already known (SPIE Vol. 521 Intelligent Robots and Computer Vision (1984), pages 62-73) to equip a self-propelled vehicle, in this case a lawn mower, with a camera which produces images of the surroundings during operation. These images are digitized and in this way control information for the vehicle is obtained.

Such a navigation system is extremely complex in terms of construction and requires large storage and computing capacities. If this is not available or cannot be accommodated in a compact vehicle, for example a cleaning vehicle, this leads to a very slow driving and working speed with significant economic disadvantages for the operator.

It is also known from DE 31 13 086 AI to control a self-propelled vehicle in that the vehicle measures the distance to retroreflectors attached to the hall walls. But this known control method also has a number of disadvantages:

On the one hand, it is necessary that the vehicle is built so high that it has direct "line of sight" to the retroreflectors attached to the hall walls via the objects in the room in which the vehicle is to move. On the other hand - and this is the main disadvantage of this known control method - a continuous measurement and evaluation of the distance is necessary, since otherwise in a regularly shaped hall with a square layout, for example, no clear assignment of the measured distance values to the various other Retroreflectors attached to the hall walls is possible provided the vehicle cannot determine the distance to three walls at the same time. However, this is usually not possible with typical hall configurations.

This requires a high level of computation in this known vehicle, which consequently in this publication also led to the concept of leaving the control of the vehicle to a stationary computer to which the signals from the sensors are transmitted telemetrically.

Presentation of the invention

The invention has for its object a method for controlling a self-driving vehicle or a to specify self-propelled vehicle which can be guided flexibly and precisely over changeable courses with comparatively little effort, without the need for special precautions along these courses and without the need for high construction costs and / or extensive computer activity.

An inventive solution to this problem is characterized by its developments in the claims.

Surprisingly, the object posed according to the invention can be achieved in that a control method or a self-driving vehicle according to the preamble of claims 1 and 6 is assumed and this vehicle is further developed in that the second sensor, of which each vehicle at least one has a distance-measuring sensor which determines the distance of the vehicle from, in its exact position with respect to the desired path, distinctive surrounding objects stored in the control unit at certain points on the freely definable course. The coordinates of these striking surrounding objects, such as free wall pieces, flat cladding surfaces of machines or control cabinets, round posts or the like, are stored in the vehicle control unit; this means that the surroundings only have to be partially known. The determined distance is compared with the stored distance of the target coordinate of the path point from the surrounding object for checking the path fidelity (position and orientation) of the vehicle:

The self-propelled vehicle is thus first moved in a manner known per se along a predetermined target path, and, as explained above, deviations from the controlled course are inevitable. Around To avoid deviations as far as possible and in particular to prevent successive small deviations from adding up to large course deviations, the exact position (actual position) of the vehicle is determined according to the invention at mutually spaced path points by using at least one second sensor the position of the vehicle with respect to known surrounding objects is determined in order to then compare the determined actual position with the target position. If this comparison reveals a difference, ie the vehicle is not at that point on the target path that it should have reached according to the steering angles and turns of the at least one wheel and / or not in the course of the target path at this point appropriate alignment, a corresponding correction is made.

The self-driving vehicle according to the invention thus has a number of advantages:

The course the vehicle can drive on is not determined by guidelines laid in the ground or by active or passive identification tags attached to the building. Therefore, the course of the vehicle can be changed at any time without having to carry out construction work and thus interventions in ongoing operations. For example, a changed course can be set interactively at any time on an off-line programming system that has saved the hall environment or prominent points of this environment. This changed course can be handed over to the vehicle, for example, at a stop station or also by an infrared transmitter or the like during the journey, which then immediately travels a new route.

The vehicle according to the invention is also essential more cost-effective than the known similarly precise systems, since neither guide wires nor complex and, above all, fast image processing devices, but only simple distance-measuring sensors are required or much more precisely in the target control than comparable complex systems, in which only the distance covered is determined by "integration" becomes.

According to claims 2 and 3, existing surfaces and / or objects are used as surrounding objects in each space to be traveled, that is to say generally no surrounding objects that are attached or introduced specifically for this purpose.

The method according to the invention can thus be carried out with minimal effort, since, as explained, all that is required for path correction is to carry out a distance measurement in the area of stored, distinctive surrounding objects and the determined actual distance with a stored one Compare target distance.

If it is determined during the distance measurement that the determined actual coordinate is not on the stored target path and / or the orientation of the vehicle deviates from the direction of the target path at this point, the control unit controls the at least one wheel of the vehicle in this way indicates that a corrective movement of the vehicle occurs, by means of which the vehicle is returned or aligned again to the desired path.

However, it can also happen that when comparing the determined actual coordinate with the target coordinate, it is established that the vehicle is in the correct orientation on the target path, but either has not yet reached the target coordinate or has already exceeded it. In this case, the control unit only needs to correct the target coordinate of the vehicle which it has determined on the basis of the previous control, so that it corresponds to the determined actual coordinate, ie no correction movement of the vehicle is necessary, but this becomes on the basis of the determined actual coordinate further controlled along the stored target path.

Finally, it is possible that the vehicle has deviated from its target path to such an extent that automatic return is no longer possible at all or, for example, only with the omission of an impermissibly large area during cleaning or by not moving to a conveyor station. The vehicle is then stopped and the operator, who is brought in by an optical and acoustic signal, can intervene in a corrective manner.

The invention also relates to a self-propelled vehicle with at least three wheels, which can be moved along a predefinable target path by means of a control unit which controls the steering angle and the rotation of at least one wheel. This vehicle is characterized in that the positions of prominent surrounding objects and target path coordinates assigned to it are stored in the control unit, that the control unit detects the distance of the vehicle from the vehicle by means of at least a second sensor when such a target path coordinate is determined Surrounding object or surrounding objects assigned to target path coordinates is determined and the actual position of the vehicle is determined on the basis of the data obtained, and that the control unit adjusts the actual position with that determined by the target path coordinate. compares the given target position and takes corrective action if a deviation occurs.

The vehicle according to the invention is thus constructed in such a way that it can be navigated in the manner explained above in connection with the method according to the invention. The control unit acts on the at least one wheel in order to carry out a correction movement if the ascertained actual position is not on the target path and / or the orientation of the vehicle deviates from the course of the target path, while when If the vehicle is correctly aligned, the determined actual position is on the target path, the control unit changes the target path coordinate in accordance with the determined actual position of the vehicle.

It is particularly expedient if the control unit checks target path coordinates for at least some of the changes in direction of the course of the target path in order in this way to change the direction of travel of the vehicle as intended according to the target path with a corrective movement to be able to combine.

In principle, any sensors that are already available for vehicle control can be used as the first sensors. Likewise, any sensors, for example optical sensors, can also be used for the second sensors:

As is usual with self-propelled vehicles per se, the movement of at least one wheel can be monitored in the vehicle according to the invention and signals indicating these movements can be fed to the control unit, for example in that the at least one wheel with the characteristic signals generating pulse generator is coupled. In this way, the control unit receives feedback about the wheel movements caused by it and can compare whether the desired wheel movements match the determined wheel movements, the path determined in this way then representing the target path. Of course, with an appropriate design of the vehicle, signals can also be used as output signals of the first sensor in the sense of the present invention which characterize, for example, the revolution of the motor controlled by the control unit.

It is also known (e.g. DE-OS 31 37 745, PC / WO 85/00229) to use ultrasonic sensors for distance measurement, and the at least one second sensor can also be an ultrasonic sensor in the vehicle according to the invention.

At least three ultrasonic sensors are preferably used to determine the actual position of the vehicle with respect to a surrounding object or with respect to several surrounding objects, one of which measures the distance of the vehicle from a surrounding object in the direction of the longitudinal axis of the vehicle and the other two in the direction of the vehicle Longitudinal axis of the vehicle are offset and on the same side measure distances from a surrounding object in the direction of the transverse axis of the vehicle.

In this way, distances from surrounding objects located in space, the position of which with respect to a desired path coordinate are stored in the control unit, are determined in two coordinate directions, so that the actual position of the vehicle can be determined. In addition, since there are two sensitive sensors and in particular ultrasonic sensors carry out distance measurements, it is also possible in this way to determine the angular position of the vehicle with respect to the associated surrounding object and thus with respect to the stored target path.

Furthermore, at least one ultrasound sensor can be provided, which emits ultrasound upwards, so that from the transit time of the reflected sound energy on the. Ceiling of a room existing, known in their position surrounding objects, such as projecting lights, can be closed, whereby the position of the vehicle with respect to these surrounding objects is known.

When operating a self-driving vehicle, it can of course happen that there are obstacles in the area to be driven or close to it that were not present when the target path was stored, or that there were people or other obstacles during operation move the vehicle into the area of its trajectory. In order to prevent the vehicle from colliding with the obstacle in such cases, the vehicle can have a plurality of obstacle sensors which, depending on their design and circuitry, circumvent the obstacle, that is, interfere with normal navigation, or stop the obstacle Effect vehicle.

Obstacles can also take the form of steps, for example, over which the vehicle could crash. It is therefore expedient if, in the front area of the vehicle, fall monitoring sensors are provided which are directed vertically downwards on a circular arc and which increase the distance between their positions, indicating a step a Detect the vehicle and the ground on which the vehicle is driving and then stop the vehicle.

Since the fall monitoring sensors have to detect changes in the distance occurring at a relatively short distance from the vehicle, infrared sensors are preferably used for this purpose.

In order to monitor the area in front of the vehicle for obstacles, ultrasound obstacle sensors can preferably be provided on the front and in the front side area, the sound lobes of which are shaped by means of front sound channels in such a way that at least one sound field completely covers the area to be monitored is.

By using sound channels which are known per se (US Pat. No. 4,516,229; DE-OS 31 37 745), it is possible to shape the sound lobes of ultrasonic sensors in such a way that the desired coverage is obtained, where because standard ultrasonic sensors can be used on the one hand and only a small number of such sensors are required for complete monitoring.

In order to determine obstacles appearing at a distance in front of the vehicle, three ultrasound obstacle sensors can be present which generate a sound field which is symmetrical to a horizontal plane and which in the same way spreads above and below the plane and completely covers an area to be monitored, so that obstacles that appear relatively far in front of the vehicle can be recognized according to their position and distance and corresponding control signals can be triggered. In order to be able to detect relatively low obstacles, such as door stops, in front of the vehicle in good time, three ultrasonic obstacle sensors can be provided which generate a sound field directed obliquely forwards and downwards and completely covering an area to be monitored.

If the vehicle is moved along a wall, a deviation from the target path or from previously non-existent obstacles can lead to an impact. In order to prevent such a collision, two optical obstacle sensors can be provided in the area of a front side edge of the vehicle, one of which radiates forward at an angle of 10 ° to 30 ° with respect to the longitudinal axis of the vehicle and thus causes remote detection while the other radiates forward at an angle of 50 ° to 70 ° with respect to the longitudinal axis of the vehicle, as a result of which suddenly obstacles appearing close to the vehicle are recognized and emergency braking can be triggered.

The vehicle according to the invention can be used, for example, as a cleaning vehicle, as an industrial truck, as a surveillance vehicle for military and / or security purposes, as an inspection vehicle at dangerous locations, for example in nuclear reactors, as a sensor-carrying vehicle that detects air pollution, for example, at various points, etc. measures to be used.

When used as a cleaning vehicle, it can have a cleaning brush, above which a suction device is arranged, in order to vacuum away the dirt particles picked up by the floor from the cleaning brush. The embodiment of the vehicle according to the invention characterized in the claims achieves a high level of rail fidelity, which is completely sufficient for driving a course of a self-driving vehicle. Depending on the design of the sound lobes of the sensors, however, the positioning accuracy may not be sufficient for "docking" to a station in which, for example, payloads are transferred, in which, for example, payloads are transferred or cleaning agents are to be refilled. In such load transfer stations, positioning with an accuracy of ± 2 mm in the direction of travel, + 1 mm at a distance from the station and _ + 0.5 ° rotation between the longitudinal axis of the vehicle and the landing station is typically required.

In order to ensure this high positioning accuracy under all circumstances, at least one third sensor is provided according to the invention, from the output signal of which the control unit determines the position of the vehicle relative to a holding station.

This third sensor is preferably an optical distance sensor which detects the position of a right-angled edge of a flat surface at short time intervals in order to determine the position of the vehicle relative to a holding station. Typically, when the vehicle drives past this reference edge, the measured values of the third sensor and the internal vehicle position data are stored. The control unit recognizes when the vehicle has passed this edge and initiates the calculation of the relative position. For this purpose, the internally recorded vehicle position data are linked with the position measurements (position in the direction of travel and associated measurement value). The vehicle can easily be tilted or twisted from two directly or at a certain distance successive measured values according to the known laws of trigonometry. The position on the driving axis at which the measuring beam of the optical sensor has passed the reference edge is the point at which the sensor has clearly recognized the corner (transition of the sensor signal into a distance proportional to the driving direction position) minus the "offset value", which takes into account the measuring beam width and the distance to the vehicle.

Here, a distance measurement should preferably be made per millimeter of movement, i.e. at 0.1 m / s travel speed 100 measurements / s must be made. Furthermore, the vehicle must move past the reference edge on an exactly straight path.

That in claims 6 f. marked vehicle according to the invention thus enables flexible driving on changing courses. It is particularly advantageous here if corresponding paths are also followed when programming the control unit designed according to the invention:

For this, the course to be followed is programmed by so-called "teaching", i.e. the vehicle learns when driving off the course, in which it controls an operator by hand. The environment in which the vehicle is to be moved is entered with the aid of graphics, interactively, on a personal computer which automatically generates the control software for the changed hall environment.

With offline programming, the hall floor plan is shown with the position of the stations, reference areas, the desired lanes and restricted areas are entered interactively at a graphic station using the menu. The associated travel programs between the stations are then generated automatically.

Brief description of the drawing

The invention is explained in more detail below with reference to the figures, in which, without restricting the universal usability of the vehicle according to the invention, a vehicle used as a cleaning vehicle is described in FIGS. 1 to 9 and a vehicle used as an industrial truck in FIG. 17 below.

Figure 1 shows a perspective view of a self-propelled cleaning vehicle in a view obliquely from the front.

FIG. 2 shows a side view of the cleaning vehicle from FIG. 1.

FIG. 3 shows a view of the cleaning vehicle from FIGS. 1 and 2 from the front.

FIG. 4 shows a perspective view of the cleaning vehicle from FIGS. 1 to 3 obliquely from behind.

FIG. 5 shows parts of the cleaning vehicle in a partially broken representation corresponding to FIG. 4, so that the position of the wheels and some sensors in the housing can be seen, while other parts have been omitted. • 17-

FIG. 6 shows a schematic plan view of the position of the wheels and the sensors from FIG. 5 in or on the housing.

Figure 7 shows in a schematic drawing the edges of the

Housing of the cleaning vehicle reveals the location of the various sensors on the housing.

FIG. 8 shows a schematic side view of the cleaning vehicle, the side wall of the housing being broken away in order to allow individual parts to be identified schematically and in a greatly simplified manner.

FIG. 9 shows a partial perspective view of the housing, which has been partially broken open, so that parts of the cleaning unit can be seen, while other parts have been omitted.

FIG. 10 shows a schematic plan view of the cleaning vehicle located at a point on a target path when measuring distances to surrounding objects.

FIG. 11 shows a side view of a sound field generated by an ultrasonic obstacle sensor.

FIG. 12 shows a schematic top view of the shape of the sound field generated by the ultrasonic obstacle sensor according to FIG. 11 and the associated ultrasonic obstacle sensors.

FIG. 13 shows a side view of a sound field generated by another ultrasonic obstacle sensor. FIG. 14 shows a schematic plan view of the shape of the sound field generated by the ultrasonic obstacle sensor according to FIG. 13 and the associated ultrasonic obstacle sensors.

FIG. 15 shows a partial side view of a sound field generated by an ultrasonic obstacle sensor for very low obstacles.

FIG. 16 shows a schematic plan view of the shape of the sound field generated by the ultrasonic obstacle sensor according to FIG. 15 and the associated ultrasonic obstacle sensors.

FIG. 17 shows a perspective view of a self-propelled industrial truck in an oblique view from the front.

FIG. 18 shows a top view of an industrial truck according to the invention in an exemplary environment and

FIG. 19 shows an embodiment of an ultrasound transmitter used as a second sensor.

Description of exemplary embodiments

The cleaning vehicle 1 shown has a frame, not shown, on which a housing with a front wall 2, two side walls, of which only the side wall 3 is designated, and a rear wall 4 is arranged, and a top wall 5 on its upper side Has. In the area of the front wall 2, oblique to the side walls are running transition walls 6, 7 formed. At the rear end of the housing, two wheels 21, 22 are held freely rotatable about axes, of which the axis 28 of the wheel 21 can be seen in FIG. At the front end of the cleaning vehicle 1, a wheel 20 is mounted in the center in a manner not shown, on whose axis a DC motor 24 (FIG. 6) is seated. On the side opposite the DC motor 24, on the axis of the wheel 20 there is attached a rotary pulse generator 23 which is customary for industrial vehicles and which can be, for example, a rotary pulse generator of the type 606900-1024 from Hohner Elektrotechnik KG, 7200 Tuttlingen. The wheel 20 is rotatably mounted about a vertical axis, and the holder provided for this purpose has a toothed ring 25 at its upper end, the teeth of which are formed on the outer circumference in meshing engagement with a toothed wheel 27 which is on the armature shaft of an electric motor 26 sits.

With such an arrangement it is possible to drive the wheel 20 by means of the DC motor 24 so that it rotates about a horizontal axis, the rotary pulse generator 23 generating signals characterizing the degree of rotation. For control purposes, the motor 26 can be activated, which rotates the ring gear 25 and thus the wheel 20 for performing steering movements about a vertical axis by means of the gearwheel 27 fastened to its armature shaft, the degree of rotation being customary in such cases by means of a the potentiometer attached to the vertical axis of rotation is controlled, the rotation of which is determined via its stationary tap by measuring the resultant change in resistance of the potentiometer. It should be mentioned that rechargeable batteries 31 (FIG. 8) are accommodated in the housing of the cleaning vehicle 1 and supply the electrical energy for the overall operation and therefore also for the activation of the direct current motor 24 and the electric motor 26.

In order to move the cleaning vehicle 1 described above along a predetermined path, a movement path is stored in the control unit 30 (FIG. 8), which is only shown schematically, as is customary for certain types of self-driving vehicles. This movement path can be entered by the operator via the control panel and, for a cleaning vehicle, it has a meandering course which covers the entire surface to be cleaned, the adjacent paths of the meandering course lying next to one another in such a way that the entire surface is cleaned without interruptions. The data on the stored path, the so-called target path, provide the information according to which the direct current motor 24 rotates the wheel 22 and the electric motor 26 generates steering locks of the wheel 20 in the manner described above, the rotary pulse generator 23 and that The potentiometers to be adjusted for the steering locks feed electrical signals back to the control unit 30 in order to provide feedback in the manner customary for industrial vehicles about the executed driving commands supplied by the control unit 30.

When moving the cleaning vehicle 1 along the target path, there are deviations between the path of movement of the cleaning vehicle 1 and the target path for various reasons. For example, it may happen that the driven wheel 20 makes its revolutions with a certain, unforeseeable slip, whereby then the rotary pulse generator 23 generates signals for the control unit 30 which indicate the rotary movement generated by the control unit 30, while the cleaning vehicle 1 has actually covered a shorter distance due to the slippage of the wheel 20. Accordingly, undesired steering deflections of the wheel 20 can lead to a deviation from the desired path during operation. However, deviations due to unavoidable tolerances are also very important in such a control along a target path, so that the only slight deviations add up to a considerable deviation over a longer path.

In order that the cleaning vehicle 1 can always be traced back to the desired path, an ultrasonic sensor 50 is attached to the front wall 2 and two ultrasonic sensors 51, 52 are attached to the side wall 3, the ultrasonic sensors 51 and 52 being spaced apart from one another in the direction of the longitudinal axis of the cleaning vehicle 1 are arranged. Each of these ultrasound sensors 50, 51 and 52 contains a conventional ultrasound transmitter, which is arranged, for example, at the bottom of the upper sound channels 53, 55, 57, so that the sound channels 53, 57, 55 emit the sound energy emitted by the mold shape the sound channel into a sound club in a certain way. The ultrasound receivers are then located at the bottom of the sound channels 54, 56, 58 of the ultrasound sensors 50, 51, 52.

As indicated in FIG. 10, in the course of the desired path of the cleaning vehicle 1, in some places there are surrounding objects 45, 46, 47, 45 ', 46', 47 ', such as cupboards, walls, etc., which are positioned within the room and are thus known and defined with respect to the target path and their position in the control unit 30 with respect to sti mter target path coordinates is stored. If the cleaning vehicle 1 therefore arrives at a target path coordinate to which the surrounding objects 45, 46, 47 are assigned, distance measurements are carried out by means of the sound sensors 50, 51, 52, in that the pulse generator emits ultrasonic energy from the sound generator of the ultrasonic sensor 50 Surrounding object 45, for example a cabinet wall, is hit and the reflected sound pulses pass through the sound channel 54 to the receiver of the ultrasonic sensor 50. The distance of the cleaning vehicle 1 from the surrounding object 45 then results from the running time difference in the usual way.

In a corresponding manner, the distances from the surrounding objects 46, 47, for example a wall protrusion, are determined by means of the ultrasound sensors 51 and 52.

From the distances of the cleaning vehicle 1 from the surrounding objects 45, 46, 47. which are determined in this way, the actual position of the cleaning vehicle 1 (actual position) with respect to the target coordinate on the target path can be set in the control unit 30 in a simple manner Determine, by comparing the distances determined by the sensors 51 and 52 also determining the angular position of the cleaning vehicle 1 from the surrounding objects 46 and 47.

In addition, a distance measurement to the ceiling can also be carried out by means of the ultrasonic sensor 150 having sound channels 151 and 152 arranged on the top wall 5, for example to determine the presence of an edge of a ceiling lamp or the like assigned to a point on the target path. ascertain. On the basis of the information obtained in this way, it is possible to correct the position and the orientation of the cleaning vehicle 1 in such a way that it returns to the desired path in a defined manner. For example, when a deviation of the actual position of the cleaning vehicle 1 from the target path and / or a deviation of the orientation of the cleaning vehicle 1 with respect to the course of the target path is determined by the control unit 30, a corresponding steering movement of the wheel 20 generated by which the cleaning vehicle 1 is returned to the target path or aligned with respect to the target path.

The distance measurements show that the cleaning vehicle 1 is correctly aligned on the target path. If, however, the target coordinate on the target path has not yet been reached or has already passed, the position of the cleaning vehicle 1 on the target path, which is the basis in the control unit 30, is corrected accordingly, i.e. After the correction, the control unit 30 assumes the actual position of the cleaning vehicle 1 and subsequently controls it along the set path until the position of the cleaning vehicle 1 with respect to the set point is checked again with the aid of the ultrasonic sensors 50, 51 and 52. Web is made.

As indicated in FIG. 10, the correction in the meandering course of the target path of the cleaning vehicle 1 is expediently carried out immediately after the cleaning vehicle 1 has been reversed in the opposite direction of travel and / or immediately before such a reversal. In addition to the ultrasound sensors 50, 51, 52 and 150 used for navigation, the cleaning vehicle 1 has further sensors and devices which serve to prevent collisions.

As can be seen from FIGS. 1 and 2, in the lower region of the side walls,. which only the side wall 3 is labeled, shock protection strips 16 mounted. At the front of the cleaning vehicle 1 there is, approximately at the level of the impact protection strips 16 and 17, a ram protection bar 15 projecting forward over the housing of the cleaning vehicle 1, as is customary in industrial trucks.

Infrared sensors 101 and 102, which extend downward from it, are fastened to the crash bar 15, and corresponding sensors 100 and 103 are at substantially the same height in the front. Fixed area of the side walls, the four infrared sensors ^' 100, 101, 102 and 103 are approximately on a circular arc, as can be seen in Figure 7. These infrared sensors determine the distance to the ground by their infrared radiation emitted downwards and the reception of the reflected energy. If this distance increases beyond a predetermined amount, for example in that one of the infrared sensors 100, 101, 102, 103 is above a lower level, while the wheels 20, 21, 22 of the cleaning vehicle 1 are still on the level above Support the floor located on the step, a signal is triggered by the too great difference in distance ascertained by the infrared sensor, by means of which the drive of the cleaning vehicle 1 is interrupted and, if necessary, an acoustic and / or signal informing the operator optical signal is triggered. In this way, fall protection for the cleaning vehicle 1 is achieved.

In the operation of the cleaning vehicle 1, it may happen that obstacles appear at a distance in front of the cleaning vehicle that were not present when the target path was entered, for example objects or objects subsequently brought into the room or subsequently moved can be people moving in the area of the target path.

In order to monitor such obstacles, two groups of ultrasonic sensors 60, 61, 62 and 70, 71, 72 are present on the housing of the cleaning vehicle 1, of which the ultrasonic sensors 61 and 71 are located in the middle on the front wall 2, while the ultrasound sensors 60, 70 are fastened to the transition wall 6, which connects the front wall 2 to the one side wall and is oriented at an angle of approximately 45 ° with respect to the front wall 2.

The ultrasonic sensors 60, 61, 62 have sound channels 63, 65, 67, at the bottom of which the sound generators are arranged and which form the emitted sound into sound cones, so that an area of approximately 180 ° overlapping, evenly distributing itself above and below a horizontal plane Sound field results, as shown in Figures 11 and 12.

Reflected sound is collected by the sound channels 64, 66, 68 and in each case directed to the receiver device assigned to the sound generator, so that the distance from one in front of the cleaning vehicle is determined by the time difference between emitted and received sound 1 identifies an obstacle that appears. In this way, the cleaning vehicle can be stopped in good time and can also be controlled in such a way that it either bypasses the obstacle or reverses the direction of travel.

Since it is not always possible to reliably detect "medium-high" obstacles with the aid of the ultrasonic sensors 60, 61, 62, the ultrasonic sensors 70, 71 and 72 generate the entire area in front of the cleaning system by emitting sound energy through their sound channels 73, 75, 77 ¬ covering vehicle 1 obliquely downward sound field, as shown in Figures 13 and 14, so that in this way sound energy reflected from lower obstacles through the sound channels 74, 76, 78 can be collected and evaluated.

In order to be able to recognize particularly low obstacles, such as door stoppers, 1 ultrasonic sensors 80, 81, 82 are attached below the ram protection bracket 15 on the housing of the cleaning vehicle, which sensors generate a sound field according to FIGS. 15 and 16.

In this context it should be mentioned that the ultrasonic sensors on the cleaning vehicle 1 operate in pulse mode and are activated in a controlled manner one after the other, so that each of the sound sensors emits a sound pulse and is able to receive and evaluate its reflected energy, whereupon this ultrasonic sensor deactivated and the next ultrasonic sensor is activated. This ensures that not one of the ultrasonic sensors receives and evaluates the energy emitted by another ultrasonic sensor and reflected from the environment. It is therefore also possible, as shown in the case of the ultrasonic sensors 80, 81 and 82, to provide only a single sound channel, through which the ultrasound energy is first emitted by the sound generator in the form of a pulse and then the reflected sound energy is also recorded and fed to the evaluation device.

In order to detect obstacles emerging from the side, an ultrasonic sensor 90, 91 is also attached to each of the side walls of the housing of the cleaning vehicle 1, which has a sound channel 92 or 94 for the ultrasound to be emitted and a sound channel 93 or 95 for have the reception of reflected sound energy.

In addition to the ultrasound sensors described above, two infrared sensors 105, 106 are arranged on the transition wall 7, which point obliquely forward, the infrared sensor 105 at an angle of approximately 30 ° and the infrared sensor 106 at an angle of approximately 60 ° to the longitudinal axis of the cleaning vehicle 1 is inclined. Using these infrared sensors, the appearance of side obstacles is additionally monitored in order to be able to brake the cleaning vehicle if necessary or to control it accordingly, the detection of an obstacle by the infrared sensor 106 leading to emergency braking if this obstacle is at a dangerously small lateral distance from the cleaning vehicle 1.

To carry out cleaning work, the cleaning vehicle 1 has an essentially roller-shaped cleaning brush 32 which comes into contact with the floor during operation and which is driven by a schematically illustrated electric motor 33 via an endless belt 34. The electric motor 33 is mounted on a cover 35, which is directed obliquely downwards Has sheet metal, on which the cleaning brush 32 throws the dirt picked up from the floor and from which an A suction hose 36 extends upwards to a dirt holding chamber 37. Under the dirt holding chamber 37 there is a blower 38 which generates a negative pressure in the dirt container 37 via a filter arrangement (not shown). This fan is driven by an electric motor 39.

Of course, other types of cleaning units, such as are known for floor cleaning machines, can also be attached to the cleaning vehicle 1.

17 shows a vehicle according to the invention when used as an industrial truck. This vehicle is similar to the cleaning vehicle described in connection with FIGS. 1 to 9, so that the following description can be brief.

In the same way as the cleaning vehicle described above, the industrial truck according to the invention has a control unit, not shown in more detail, which controls the steering movement and the drive of the wheels of the vehicle, and a safety bar 109 for immediate contact, which - as will be explained later - - However, it only becomes active when an object reaches the immediate area of the vehicle 1 as a result of a rapid movement.

The industrial truck shows just like the cleaning vehicle in

Fig. 17, however, not shown first sensors that detect the number of revolutions of the wheels and their steering angle. Further, second sensors are 112.i _c to 112 on the outside of the vehicle. , - third sensors 113.1, and -29-

113 and 114. obstacle sensors, _g provided to the 114th

Of the second sensors 112 ₁ to 112 .., two are attached to the longitudinal sides of the vehicle at a distance in the direction of the longitudinal axis and one is attached to the front of the vehicle. Each of the sensors has an ultrasound transmitter and an ultrasound receiver, which allow a distance measurement based on a fixed area using the transit time method, and the design of which is described in connection with FIG. 19.

The third sensors 113- and 113, - consist of opto-electronic distance sensors, for example sensors of the type designation 105 022 from Grieshaber, wherein one sensor is mounted on the longitudinal side of the vehicle on the front edge with the direction of view perpendicular to the driving axis to the outside .

The obstacle sensors 114 .. to 114. consist of ultrasound sensors which have a wide radiation beam at least in one plane parallel to the floor. Their training can correspond in particular to the training of the obstacle sensors, as has already been described in connection with FIGS. 11 to 16.

Furthermore, in a manner known per se, the vehicle has a charging station and a warning light 104 in the event of malfunctions.

18 schematically shows the navigation principle of the vehicle 1 according to the invention. The second sensors 112 .. to 112 ^ measure the distance to reference surfaces 105 .., 105 _? and 105. ,, whose position relative to the course 106 to be traveled is fixed in the control unit of the vehicle. stores. From the determined distance values, the control unit can determine the actual position of the vehicle for a specific point in time and compare it with the position which it has calculated by means of “integration” of the output signals of the first sensors. In the event of a deviation of the actual position from the calculated position, the control unit can then initiate appropriate correction movements or, in the event of deviations which are too large and which make an exact course determination impossible, trigger an operator call.

19 shows a modification of a commercially available ultrasound transmitter 120 with a sound channel 121, which allows the sound lobe of the ultrasound transmitter to be modified. Due to the sound channel shown in the figure with a cross-section that corresponds to approximately two opposite funnels, a sound lobe results, as shown on the right in FIG. 19, in which the ultrasound beam is set to ± 5 ° (at a value of -3 dB) is focused. This design of the sound lobe is particularly suitable for distance measurement on surfaces lying far away.

Incidentally, with regard to the formation of the sound channel, reference is expressly made to the illustration in FIG. 19.

The invention has been described above on the basis of exemplary embodiments without restricting the general inventive concept, within which, of course, the most varied modifications are possible:

In particular, it is advantageous if only one sensor or a group of sensors is controlled simultaneously, so that a superimposition of the reflected sound waves is avoided. This has the further advantage that only a single control unit is required for a large number of sensors, since the actual ultrasonic transmitter and receiver of all sensors are constructed identically by the inventive design. Nevertheless, a wide variety of radiation characteristics can be achieved through the sound channels described above and provided according to the invention.

In any case, however, you get a self-driving vehicle that enables guideline-free driving on practically freely definable and easily changeable courses.

Such a vehicle can be used not only as an automatic industrial vehicle, but also as a security vehicle for security services, for military tasks, as well as for the maintenance cleaning of buildings, squares, the maintenance of sports areas and for agricultural applications. It is possible - as described - to control the vehicle both in relation to the railroad and to the area.

In addition, there is the further advantage that the vehicle according to the invention can be positioned so precisely that it is possible to transfer, for example, plastic standard containers in the 600 x 400 mm format to purely passive transfer stations in transfer stations and with special load transfer modules. This can be used, for example, to transport printed circuit board magazines, printing plates, etc.

Since the high positioning accuracy of the -32-

load transfer is simplified and only passive transfer stations are required, the costs of the vehicle are further reduced.

Claims

1. Method for controlling a self-driving vehicle (1) via a predeterminable course by means of a control unit (30), which uses at least the first distance to travel by means of a first sensor and surrounding objects (45, 46, 47) by means of at least one second sensor ), the position of which is stored in the control unit (30), and which are used to check the position of the vehicle (1) calculated on the basis of the distance traveled, characterized in that the distance of the vehicle is at the mutually spaced path points by means of the second sensor (1) determines the exact position of the surrounding objects (45, 46, 47) stored in the control unit in relation to the target path, and that the determined distance with the stored distance of the target coordinate of the path point from the surrounding object (45 , 46,47) is compared.

2. The method according to claim 1, characterized in that smooth and fixed surfaces are used as surrounding objects (45, 46, 47).

3. The method according to claim 1 or 2, characterized in that edges and / or ceiling projections are used as surrounding objects.

4. The method according to any one of claims 1 to 3, characterized in that a correction movement of the vehicle (1) is generated when the distance measurement has resulted in an actual coordinate that is not on the target path lies, and / or if the orientation of the vehicle (1) deviates from the local course of the target path.

5. The method according to any one of claims 1 to 3, characterized in that the coordinate of the vehicle (1) on the in the control unit (30) stored target path is corrected when comparing the determined distance and stored distance an actual Coordinate is determined, which lies on the stored target path, but deviates from the target coordinate, and the alignment of the vehicle (1) coincides with the local course of the target path.

6. Self-propelled vehicle (1) which can be steered by a control unit (30) over a predeterminable course _τ, which controls the steering angle and the rotation of at least one wheel (20) of the vehicle, and to which the output signals of a first sensor, which detects the number of revolutions as well as, if applicable, the steering angle of the steered wheel (20) of the vehicle, and at least one second sensor (50, 51, 52) which detects objects located in the area of the course, their position in the Control unit (30) is stored, and its output signal is used to check the position calculated on the basis of the output signal of the first sensor, characterized by the combination of the following features: the second or the second sensors (50, 51, 52) measure the distance Sensors that detect the distance between the vehicle (30) and surrounding objects (45, 46, 47) present in the region of the freely definable path - in the control unit (30) there is the bottom sition of existing surrounding objects (45, 46, 47), which are located in the space in which the course of the vehicle (1) lies, are stored as coordinates, To check the actual position and orientation of the vehicle, the control unit (30) compares the measured distance with the distance, which is due to the stored position of the surrounding objects (at predetermined time intervals and / or at certain points on the path). 45,46,47) and the target position and orientation calculated on the basis of the output signals of the first sensor is expected on the freely definable course.

7. Vehicle according to claim 6, characterized in that the control unit (30) in the event of a deviation of the actual position or orientation from the target position or orientation carries out corrective driving movements.

8. Vehicle according to claim 6, characterized in that the control unit (30) changes the target path coordinate according to the determined actual position of the vehicle (1) when the determined actual position is on the predetermined course but from the target Position deviates, and the orientation of the cleaning vehicle (1) matches the local course of the target path.

9. Vehicle according to one of claims 6 to 8, characterized in that the control unit (30) carries out a comparison of the expected distance with the distance to surrounding objects (45, 46, 47), if on the basis of the output signals of the first Sensor-specific position an environmental object, the position of which is stored, has been reached, and / or if a change in direction is to be carried out.

10. Vehicle according to one of claims 6 to 9, characterized in that the second sensors (50,51,52,150) are distance-measuring ultrasonic sensors.

11. Vehicle according to one of claims 6 to 10, characterized in that at least three second sensors (50, 51, 52) are provided, one of which measures the distance in the direction of the longitudinal axis of the vehicle, and the other two in the direction the vehicle longitudinal axis are arranged offset such that they measure distances in the direction of the vehicle transverse axis.

12. Vehicle according to claim 11, characterized in that on each side of the vehicle two sensors are arranged offset in the direction of the vehicle longitudinal axis.

13. Vehicle according to claim 11 or 12, characterized in that the sensors attached to the same vehicle side measure the distances of the vehicle from the same surrounding object in the direction of the transverse axis of the vehicle.

14. Vehicle according to one of claims 6 to 13, characterized in that at least one to the Raum¬ ceiling second sensor (15) is provided.

15. Vehicle according to one of claims 6 to 14, characterized in that the control unit (30) repeats the measurement of the distance to an environmental object (45, 46, 47), the position of which is stored, after a defined travel distance of the vehicle (1) .

16. Vehicle (1) according to any one of claims 6 to 15, characterized in that the first sensor is a Impuls¬ encoder (23) which is coupled with at least one wheel (20). pelt is.

17. Vehicle according to one of claims 6 to 16, characterized in that the first sensor additionally the steering angle of at least one. Wheel detected.

18. Vehicle according to one of claims 6 to 17, characterized in that at least one third sensor (113) is provided, from the output signal of which the control unit determines the position of the vehicle (1) relative to a holding station.

19. Vehicle according to claim 18, characterized in that the third sensor (113) is an optical distance sensor which detects the position of a rectangular edge of a flat surface at short intervals in order to determine the position of the vehicle (1) relative to a holding station.

20. Vehicle according to claim 19, characterized in that the vehicle (1) moves in the position detection during the start of a station in a straight line and a distance measurement takes place approximately per millimeter of travel.

21. Vehicle according to one of claims 6 to 20, characterized by a plurality of obstacle sensors (60, 61, 62, 70, 71, 72, 80, 81, 82, 90, 91, 92, 100, 101, 102, 103, 105, 106).

22. Vehicle according to claim 21, characterized in that arranged in the front area on a circular arc, vertically downward fall monitoring sensors (100, 101, 102, 103) are provided.

23. Vehicle according to claim 22, characterized in that the crash monitoring sensors _.- sensors are infrared sensors (100, 101, 102, 103).

24. Vehicle according to one of claims 21 to 23, characterized in that ultrasonic obstacle sensors (60, 61, 62, 70, 71, 72, 80, 81, 82) are provided at least on the front and in the front side region, whose sound lobes are shaped by means of upstream sound channels (63, 65, 67, 73, 75, 77) in such a way that at least one sound field is completely covered over the area to be monitored.

25. Vehicle according to claim 24, characterized by three ultrasonic obstacle sensors (60, 61, 62) which generate a sound field symmetrical to a horizontal plane, which spreads in the same way above and below the plane and completely covers an area to be monitored .

26. Vehicle according to claim 22 or 23, characterized by at least one group of three ultrasonic obstacle sensors (70, 71, 72, 80, 81, 82) which are directed obliquely forward and downward, an area to be monitored generate completely covering sound field.

27. Vehicle according to one of claims 21 to 26, characterized by two optical obstacle sensors (105, 106) provided in the region of a front side edge of the vehicle (1), one of which is at an angle of 15 ° to 40 ° radiates forward with respect to the longitudinal axis of the vehicle (1) and the other at an angle of 50 ° to 70 ° with respect to the longitudinal axis of the vehicle (1).

28. Vehicle according to one of claims 21 to 27, characterized in that the control stops the vehicle when one of the obstacle sensors detects an obstacle in the travel path of the vehicle.

29. Vehicle according to one of claims 21 to 28, characterized in that the control initiates a Ausweichbe¬ movement of the vehicle when the control detects an obstacle in the travel path of the vehicle.

30. Vehicle according to one of claims 21 to 29, characterized in that the second sensors and the obstacle sensors have essentially identical ultrasonic transmitters, the emission characteristics of which are influenced by sound channels.

31. Vehicle according to claim 29, characterized in that the ultrasonic transmitters of the second sensors are preceded by sound channels which focus the ultrasonic bundle at ± 5 °.

32. Vehicle according to claim 30 or 31, characterized in that the ultrasonic transmitters of the obstacle sensors are preceded by sound channels which set the ultrasonic beam in a plane perpendicular to the ground to + Focus 5 ° and in a plane parallel to the floor at +, 30 °.

33. Vehicle according to one of claims 21 to 32, characterized in that the obstacle sensors (60,61,62,70,71,72,80,81,82) in the area close to the wall

Serve navigation support.

34. Vehicle according to one of claims 6 to 33, characterized in that the creation of a new driving course takes place off-line and in particular interactively on a personal computer, and that the program data of the new course at a station or by remote transmission to the control unit of the Vehicle can be transferred.

35. Vehicle according to one of claims 6 to 34, characterized by the use as a cleaning vehicle.

36. Vehicle according to claim 35, characterized by a cleaning brush (32) with a suction device arranged above this (36, 38, 39).

37. Vehicle according to one of claims 6 to 34, characterized by the use as a floor conveyor vehicle.

38. Vehicle according to claim 37, characterized by a load transfer device.